Internal-combustion engine



R. F. TAYLOR.

INTERNAL COMBUSTION ENGINE.

APPLICATKON FILED Aue.27.1911.

1,305,416. Patented June 3, 1919.

2 SHEETS-SHEET I.

IN VENTOR. 72UJJELL 7". TAYLOR WITNESSES R. F. TAYLOR.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG.27, 1911.

1 305,41 6. Patented June 3, 1919.

2 SHEETS-SHEET 2.

IN VEN TOR.

WITNESSES v RUSJELL F TAYLOQ M B% C v? I I I 2 0C I A TTORNE Y5.

RUSSELL F. TAYLOR, OF SGOTTS,. MICHIGAN.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented June 3, 1919.

Application filed August 27, 1917. Serial No. 188,371.

To all whom it may concern:

Be it known that I, RUSSELL F. TAYLOR, a citizen of the United States, residing at Scotts, county of kalamazoo, State of Mich1- gan, have invented certain new and useful Improvements in Internal-Combust on Engines, of which the following is a specification.

This invention relates to improvements in internal combustion engines.

The main objects of this invention are:

First, to provide an improved internal combustion engine adapted for the use of different grades of liquid hydrocarbon fuels such as gasolene and kerosene.

Second, to provide an improved internal combustion engine having a single carbu reter in which one liquid fuel may be withdrawn from the carbureter feed reservoir and another fuel admitted or introduced.

Third, to provide in an internal combustion engine an improved manifold structure.

Further objects, and objects relating to structural details, will definitely appear from the detailed description to follow.

I accomplish the objects of my invention by the devices and means described in the following specification. The invention is clearly defined and pointed out in the claims.

A structure which is a preferred embodimentof my invention is clearly illustrated in the accompanying drawing, forming a part of this specification, in which;

Figure I is a detail side elevation of a structure embodying the feature of my invention, the engine, carbureter, and other parts being shown mainly in conventional form and without particular regard to the relative proportions thereof.

Fig. II is a detail elevation showing an arrangement of the pump and the feed supply regulating valves relative to the body of a motor vehicle.

Fig. III is an enlarged detail, partially in section, on a line corresponding to line 3,3 of Fig. II, showing the arrangement of one of the fuel supply control valves.

Fig. IV is a detail view, partially in section on a line corresponding to line 4- l of Fig. II, showing the arrangement of the other feed control valve.

Fig. V is a detail view, partially in section on a. line corresponding to line 55- of Fig. I, showing details of the pump.

F ig. VI is a rear view of the manifold, the exhaust pipe being broken away.

Fig. VII is a central vertical longitudinal section of the manifold.

Fig. VIII is a detail horizontal section on a line corresponding to line 88 of Fig. VII.

Fig. IX is a detail transverse section on a line corresponding to line 9-9 of Fig. VII.

Fig. X is a detail transverse section on a line corresponding to line 10--10 of Fig. VII.

In the drawing similar reference characters refer to similar parts throughout the several views, and the sectional views are taken looking in the direction of the little arrows at the ends of the section lines.

Referring to the drawing, 1 represents an internal combustion engine, 2 the carbureter, and 3 the body of'th'e motor vehicle. The carbureter 2 is provided with a fuel feed reservoir 4.

5 represents a fuel supply tank for the lighter hydrocarbons, such as gasolene, while 6 indicates a fuel supply tank for the heavier hydrocarbons, such as kerosene.

The tank 5 is connected to the carbureter fuel feed reservoir'by means of the pipe 7 which has a valve casing 8 interposed therein. The stem 9 of the valve 10 is arranged through the foot: board of the vehicle body for convenience in manipulation. The fuel supply tank 6 is connected to the carbureter by the pipe 11 having valve casing 12 interposed therein, the valve 12 being provided with a stem 13 which is disposed through the foot-board for convenience in manipulation.

In the structure illustrated the fuel is fed by gravity, any desired fuel feed system may, however, be employed.

The fuel reservoir 6 is also connected tothe carbureter feed reservoir by the pipes 14: and 15. Connecting these pipes is a pump 16 provided with inlet valve 17 and discharge valve 18. The pump is preferably of such capacity that the fuel may be withdrawn from the fuel reservoir by a single stroke of the pump cylinder through the valve 17 and discharged through the valve 18 into the tank 6, the capacity of the pump, however, may be as desired.

With the parts thus arranged, when it is desired to start the engine, assuming the carburetorreservoir be empty, the valve 10 is opened allowing the fuel to flow to the carburetor feed reservoir from the gasolene supply. After the engine is warmed up the valve 9 iscutoff and the valve 12 controlling the kerosene supply is opened. In the event the carbureter feed reservoir is filled with kerosene or the heavier hydrocarbons when it is desired to start the engine, such heavier fuel is withdrawn from the carbureter by means of the pump, both control valves having been previously closed. The gasolene control ,valve is then opened admitting gasolene to the reservoir for the purpose of starting, and after the engine is started and warmed up to the desired extent, the gasolene feed valve is closed and the kerosene opened.

To facilitate operating the en ine with the two fuels I provide a manifol whereby the fuel or carbureted air is effectively heated on its way to the cylinders.

My improved manifold consists of an outer member 19 having a series of cylinder connections 20 opening through the top wall of the outer member at 21. These connections are provided with yoke seats 22 at their outer ends for the clamping yokes 23, bolts 24 being provided to engage these yokes and clamp the manifold to the cylinder, the bolts for securing the common form of manifold, as used on a Ford automobile, being employed for securing my improved manifold.

Disposed within the exhaust manifold is an inner member 25 constituting an intake manifold. This inner member has branches or arms integrally united with the top wall of the intake manifold and communicating with certain of the ports or cylinder connections thereof.

The inlet arm 26 is integrally united to the bottom wall of the outer member to discharge centrally of the intake manifold. The intake manifold is centrally positioned within the exhaust manifold so that the exhaust gases may circulate entirely around the same within the outer member.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In an internal combustion engine, the combination of a carbureter provided with a feed reservoir, connections therefor to a gasolene source of supply and toa kerosene source of supply, valves for controlling said connections whereby either fuel supply may be connected to said feed reservoir and the other cut off, a pump, and connections for said pump to said feed reservoir and kerosene supply whereby the fuel may be withdrawn from said feed reservoir by said pump and returned to said kerosene supply.

2. In an internal combustion engine, the

combination of a carbureter, connections therefor to a plurality of sources of fuel supply, means for controlling said sources ofv fuel supply whereby they may be singly connected to the canbureter, and a pump for returning fuel from the carbureter to one of said fuel supplies independently of said supply connections.

3. In an internal combustion engine, the combination of a carbureter, connections therefor to more than one source of fuel supply, means for controlling said connections, and a pump connected to said carbureter for returning the fuel therein to one of said fuel supplies independently of said supply connections.

4. In an internal combustion engine, the combination of a carbureter, connections therefor to more than one source of fuel supply, and a pump connected to said carbureter for returning the fuel therein to one of said fuel supplies independently of said supply connections.

5. In an internal combustion engine, the combination of a carbureter, connections therefor to more than one source of fuel supply, means for controlling said connections. and a pump means for returning the fuel from said carburet-er to one of said fuel supplies independently of said supply connections.

6. In an internal combustion engine, the combination of a carbureter, connections therefor to more than one source of fuel supply, and a pump means for returning the fuel from said carbureter to one of said fuel supplies independently of said supply connections.

In witness whereof, I have hereunto set my hand and seal in the presence of two witnesses.

RUSSELL F. TAYLOR. 1. 8.1

Witnesses:

RUssELL C. Euuns'rnm, H. E. RAPP. 

